Compression-release for internal-combustion engines.



P. J. MILLER; COMPRESSION RELEASE FOR INTERNAL COMBUSTION ENGINES.

I AIPLIOATION FILED JAN. 29, 1910.' 962,160.

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. ,F. J. MILLER, COMPRESSION RELEASE FOR INTERNAL GOMBUSTION'ENGINBS.

AP IfLIUATIO N I'ILED JAN. 29, 1910.

Patented June 21, 1910.

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nnANK ILLER, or CLEVELAND, on o.

.GOMPBESSION-RELEASE FOR IN-TEBNAL-COMBUSTIGN ENGINES.

i I Specif cation of Letters Patent. :Patelpltfid J 11118 21, .1910.

Application filed JanuaryZB, W10. Serial No. 540,771.

To all whom it may concern;

B it known that I, FRANK J MILLEm a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of ()hio, have invented certain new and useful Improvements in Compression- Releas s for InternaLaOombustion Engine of which the following is a specification.

This invention relates to starting devices for internal combustion engines, and has for its object to provide means for relieving the compression when theengine is started. It is illustrated as applied to a four cycle engine, and the compression is relieved by opening the exhaust valve during part of the compression stroke. The compression relieving devices are operatively connected to the clutch crank which engages the main shaft to start the engine, and the arrangement is such that the compression 1S automatically gaged with the shaft. This avoids the use of independent levers or other partsfor the purpose (Jam improvement. Fig.2 is a side elevation in detail of ,a modification showing the compression relieving devices in operative position...- Fig. 3 is a section on the line 3-4) of Fig. 1, parts View of the parts shown ii -Fig. 2. Fig. 5 is a'section on theline 55 of Fig. 4.

Referring specifically to the drawings, 6

indicates the cylinders, 7 the crank casing, 29 the inlet valve rods, 8 the crank shaft, and 9 the starting clutch connected to the crank handle 41, and 30 a ball which. snaps one way or the other over a ridge10 on the handle shaft, tohold the clutch in engagement or disengagement with the crank shaft,

"as the crank handle is pushed in or pulled out,-.s aid ball being pressed by spring 31 in recess 32.

The" handle shaft has an integral double cone 1 the two parts of which. are indicated relievedwhen the clutch is enbroken away. Fig. 4 is an end I at 10 and 10", diverging from the central reduced portion. This double cone s engaged by jecting from a rock shaft 14. which extends right arm 15 whichterininates in a ball 27 fitting i'na socket 26 in the lower end of a ring piece 25. This ring piece has an opening 24 which is larger than the-main ex haustcams 21, so that the ring maybe slipped on over the cams, said cams being .mounted'on the cam shaft 16 which is operated by gears 12 and 13 from the crank shaft. 1

The push rods 17 of the exhaust valves 17? seating at- 6? terminate respectively in shoes 18 which are engaged'by the exhaust cams 21, as Sl1OWl1 'lI1 Figs. 1 and 3,01, as a modification terminate in heads provided with rollers '18, as shown in Figs) and 4.

The ring 'piece 25, which extends around the cam shaft 1'6 is provided at the top with extensions 23 which carry rollers 20 in channels 28, said channels being undercut as in dicated .at 23 to hold the rollers in place. These rollers are located to bear under the flanges 19 on the shoes of the push rods, as shownin Figs. 1 and 3, or in the modified form, under the heads at the lower ends of the push rods as shown at 19 in Figs. 2

the fork 11 of an arm 11 pro; "across the crank casing parallel to the main shaft. This rock shaft also carries an up and 4. In each case each roller rests on the cam shaft 16 in. line with the cam" 22, and therefore-is actuated at all times, but is inoperative except when the ring25. is turned to bring each of said rollers in line with theend of the push rod. When this is done the cam 22 will lift' the rollerand thus lift the corresponding push rod and valve to an extent suflicient to' relieve the compression in the appropriate cylinder. enlarged or shaped as shown in-order that it may beslippe'd onto or off the shaft over one or more of the cams 21. As shown in The ring is- Fig. 4 the ring piece 25 is substituted by a hooked piece 25 arranged to .turn' on' the camshaft and having an opening between the ends 25 and .25 thereof. The opening 24 is slightly greater than the diameter of thecam shaft 16 so that when piece 25 is slipped longitudinally off of .the enlarged annular part 33 on the cam shaft, it can easily he slipped laterally off of the cam shaft.. This'makes it more convenient to remove said piece 25 than, the ring 25',

which has closed side. 25 to prevent such "in to start. the'engine the clutch 9 is en-' removal and consequently must be removed over the cams 2,1, with dithculty at times, especially in anengine having a number of cylinders. Hooked piece 25 canalso be removed without interfering'with the cam shaft. Ring piece 25 also rests on an enlagged annular part 33 on the cam shaft.

s shown especially in Fig. 1', the fork 11 is skewed, so that one of its branches rests at the high point of the cones 10 and.

10 and the other on the lowpoint, and whn the crank is pushed in onpulled' out'saidbranches travel either up or down the respective cones, whereby. the shaft 14; is rocked accordingly. I

In-operation, when the crank 41 is pushed gaged, and the upper branch of the fork 11 cone 10, thereby swinging the parts totravelsupthe cone 10; This rocks the shaft 14 and swings the arm 15. to the right. I Fig.-

original position, with the rollers :20 set oif to one side out of line with the valve rods,

- and accordingly inoperative. In assembling or disassemb be removed from the socket 26 by swinging arm 15 to a considerable extent.

It is evident that the operation of the compression release devices is automatic with the operation of the starting crank, and hence but a single manipulation is necessary in order to start the engine and to release the compression. As shown, one arm 15 and associate parts operate both of the exhaust valves. More arms and devices may be added for engines having additional cylinders.

What I claim as new is 1. The combination with an explosive ening the parts the balk 27 can see, 160

ating said valve, of a pressure-relieving cam on said shaft, a starting device for the engine, a member supported and mounted to turn on said shaftand movable into and out of position between said pressure-relieving cam and the valve stem, andmeans automatically operated by the starting device to so move said member.

2. The combination with an explosive engine having an exhaust valve and its stem and a cam shaft for operating said valve, of an auxiliary cam on the said shaft, a ring piece mounted to turn on said shaft,' a roller carriedby the said piece and movable therewith into and out of position between the auxiliary cam and the valve stem, and means to turn the said'piece.

3. The combination with an explosive engine having a cam shaft, of a starting crank movable-into and out of operative engagement-with the crank shaft of the engine, a double cone on the shaft of said starting crank, a rock'shaft, a fork projecting from the rock shaft and embracing said cone, whereby the fork is swung. and the rock shaft is turned when the crank is pushed in or out, and means actuated by the rock shaft and cotiperatingwith the camshaft to relieve compression in the engine cylinder when the starting crank is operated.

4. The combination withan ex losive. engine having an exhaust valvean its stem, and a. shaft having thereon-acam for operating said valve, of a pressure relieving cam on said shaft, aring piece hung uponsaid shaft and arranged to be turned around the same, aroller carried bysaid ringpiece, in the line of movement ofthe pressure relieving cam, and movable to position be tween said cam and the valve'stem when the ring is turned in one direction, and a lever connected. 'tothe ring, for turning the same, when the engine is started. In testimony whereof, I do atfix my signature in the presence of two witnesses. FRANK J. MILLER. Witnesses:

MONROE E. MILLER, STEDMAN J. RooKwnnL. 

